Transmission construction and control



Jan. 12, 1943. H. o. SCHJOLIN TRANSMISSION CONSTRUCTION AND CONTROL Original Filed Oct. 4, 1940 5 Sheets-Sheet 1 Jnvmto'b 9/42/25 0 .S'c/g/ol 1943- H. o. SCHJOLiN TRANSMISSION.CONSTRUCTION AND CONTROL Original Filed Oct. 4, 1940 5 Sheets-Sheet 2 Jmrento'b $4725 0 .Sc/yolzw atto'msgs Jan. 12, 1943. H, o. SCHJOLIN 2,308,113

TRANSMISSION CONSTRUCTION AND CONTROL Original Filed Oct. 4,, 1940 5 Sheets-Sheet 3 Jnvmto'u Walls (0. .S'c/gjo/izt W attomeys Jan. 12, 1943.

H. O. SCHJOLIN TRANSMISSION CONSTRUCTION AND CONTROL Original Filed 001:. 4, 1940 5 Sheets-Sheet 4 Jan. 12, 1943. H. o. SCHJOLIN TRANSMISSION CONSTRUCTION AND CONTROL Original Filed Oct. 4, 1940 5 Sheets-Sheet 5 n .w .m. W n l n w ,0 w m. m 5 I k w a g W E g $2 3 Q .m Q3 Q3 N g Q g fiwlw J L fi in 33 g Patented Jan. 12, 1943 TRANSMISSION CON STKUCTION AND NTROL Hans 0. Schjolin, Pontiac, Mich.,- assignor, by mesne assignments, to Yellow Truck & Coach Manufacturing Company, Pontiac, Mich, a

corporation of Maine Original application October 4, 1940, Serial No. 359,747. Divided and this application June 23, 1941, Serial No. 399,284

13 Claims.

ent application is a division.

The invention relates specifically to a form of semi-automatic control whereby the driver,

through manipulation of a unitary element, controllingsingle operating means, may compel selective drive at either top ratio, or reduction drive. The invention rel-ates thereunder to control devices in which the will of the vehicle operator in selecting ratio is expressed through the agency of fluid pressure servo means, and in particular to servo'systems utilizing a single conduit to provide multiple operating characteristics.

The invention likewise relates to a method of organization of the elements of a power plant and associated hydraulic driving mechanism whereby a minimum of points for leakage of hydraulic liquid is attained.

The invention also relates to grouping of power actuated ratio determining mechanisms commonly controlled from single means, affording economy of parts and suret of control.

A further advantage of the invention lies in the demonstration of the method of controlling.

simple coordination of foot and hand operated 1938, now Patent No. 2,272,434, issued Feb. 10, 1942.

Further objects and advantages appear in the following detailed description given in connection with the accompanying drawings, wherein:

Figure 1 is a schematic view ofan installation of the driving portion of my invention, applied to a motor bus chassis, with the power plant arranged transversely at the rear.

Figure 2 is a longitudinal section of the power plant of Figure 1 taken in part section in the longitudinal plane.

Figure 3 shows the sectional detail of the mechanism at 33 of Figure 2, with the shifter means engaged for forward drive.

Figure 4 is an enlarged sectional view of the direct drive clutch D of Figure 2.

Figure 5 is a schematic diagram of the operator controls arranged to operate the shifter mechanisms of Figure 2.

Figure 5a is a sectional view of the operator control means for the servoand clutch devices of Figure 2 and 6.

Figure 6 is a modified form of the earing and converter arrangement of Figure 2 in which the clutches C and D are of the same type, commonly operated and controlled. Figure 7 is a partial section elevation at 'll of Figure 6 of the opelements; and wherein the interlocking means -f control fluid pressure servo motors compelling change of drive between the converter and drive coupling means at the will of the operator.

The subject matter of the present invention is related to my copending application United States Serial Number 189,596, filed February 9,

erating mechanism for the clutches C and D of .Figure 6. The arrangement of Figure 6 embodies the sealing feature noted in the preamble.

Supplementary Figure 8 is a sectional view of the single operating cylinder of Figure 6 showing the method of obtaining positive neutral.

Referring particularly to Figure 1, the drive arrangement is showinas installed in the rear of a passenger bus with the primary power plant arranged transversely and the output drive in the fore-and-aft plane of the vehicle connected by a short jackshaft 60 to the conventional differential gear and axle drive to the rear wheels. The primarmpower plant comprises an engine A of suitable type, a clutch C, a clutch D, a turbine type torque converter T as a variable speed transmissiom-a gear assembly R, an overrunning device F, and an accessory drive mechanism E all mutually coaxial.

The propeller shaft 60 extends forwardly with respect to the vehicle, and downwardly, from a oint intermediate the engine A and the torque and flanged fitting 8 which drives the accessory,

units.

Sleeve 9 mounted on proper bearings surrounds shaft 2 and is attached to or integral with member i having internal ring of teeth H and external bevel teeth i2. Teeth 3 of slider 4 mesh with teeth I i so that member I0, when the jaw clutch thus described is engaged, will be driven at engine speed.

Output Jackshaft 60 rotates on bearing 6| in casing 29 and is fixed to or integral with bevel gear I4 meshing with gear i2, transmitting the driving of sleeve 9 to the driving wheels of the vehicle as shown in Figure 1. Sleeve concentric with sleeve 9 is mounted to rotate about shaft 2 and carries aillxed gear i6 and roller clutch member l8, the inner end terminating in turbine element 36, which is the output member of the torque converter unit T.

Roller clutch member 2| is externally splined at 22, the teeth 23 in splines 24 of sleeve 9 being aligned axially and radially therewith. Slider 25 is splined internally at 2|. When the teeth 2| are in mesh with the teeth 23 of the sleeve 9, the outputmember 2| of the roller clutch assembly F is released.

When slider 25 is moved to the left, or toward the engine, its teeth 25 also mesh with teeth 28 of gearbody 29 rotating in hearings in the casing 20. Teeth 21 of member 29 constantly mesh hand position, the driver from sleeve i5 is carried by roller clutch member i8 and 2|, slider 25, teeth 23-2i', and sleeve 9 When it is in the left-hand position, the drive is through gears |6--32, gearbody 29, slider 25, and sleeve 9, yielding reverse drive. Figure 3 shows slider 25 meshed with teeth 22,- as when in forward drive the roller clutch F is made active.

Hub 6 and flange 60 upon which is formed support 39, delivers the power of the engine from shaft 2, so that presser plate 36 mounted on 39-6a may engage clutch driven disc 49 having facings .48. Hub 33 carries disc 49 and is splined to hollow shaft 34 connected to or integral with the impeller of the converter T.

Converter blades 50a and 59b shown in elevation in Figure 2 constitute reaction supporting means for the converter T, and may be attached to or integral with the casing 26.

The spinning of impeller 40 circulates the liquid contained in the converter compartment so as to impinge on the blades 3|a, and the blades 50 convert negative to positive force by causing rotation of blades 3|. Specialized forms of the blades and their distribution within the converter compartment are not involved in this invention. The net result is to apply rotational energy to the rotor 30 attached to sleeve 5, the force being delivered at variable speed ratios.

Such turbine devices are well known in the art, and are capable of providing multiplication of torque over predetermined speed range.

The three elements of the turbine device, impeller 46, the reaction member 50, and rotor 30, provide torque multiplication so as to impart infinitely variable speed from sleeve i5 to sleeve 34, which revolves at engine speed when clutch C is engaged. As previously described, the power is delivered to lackshaft 60. The infinitely variable speed ratios obtained through the converter T cover a predetermined zone of available ratios depending uponthe load and speed ranges required for the service of the vehicle and no invention is herewith claimed for the torque converter, the form of unit being well known.

With the engagement of clutch D the drive is transmitted from the engine to shaft 66 at the fixed ratio of gears |2|4, which may be 1-1 or some other ratio, depending upon the requirements for the drive. At this time clutch C is disengaged, whereupon sleeves 34 .and i5 and both elements 40 and 35 of the converter may come to rest, the roller clutch F permitting sleeve 9 to overrun sleeve I5.

Figure 3 is a section of a portion of the roller clutch assembly F. The external member 2| is toothed to mesh with slider 25 and the internal member l9 has ground one-way cam surface l8a, rollers l9 carried in cage |9a, serving to lock the drive for one direction of relative rotation and to release it for the other. Roller cage |9a is fixed to rotate with the inner member i8, and has limited lost motion with respect thereto.

Slider 25 in mid-position demeshes teeth 2| from the teeth 22 of member 2|, but is partially meshed with teeth 23. This permits the slider 25 to give full release of the roller clutch F when the controls are placed in reverse position.

Figure 4 describes the direct drive clutch D of jaw clutch type. Shaft 2 is splined at 3 to engage mating teeth cut on slider 4 which carries direct drive teeth I3. Member i0, which is arranged to drive bevel gear i4, is extended and enlarged so that its internal ring of teeth may mesh with teeth I3 of slider 4.

On a portion extending to the right of slider 4 are out two rings of teeth, 54 and 55. Teeth 54 carry balking ring 53 having limited rotational lost motion in its splining through the teeth 53a. Piece 53 is shaped to bear against collar 56 held on the inner portions of teeth Spring 59 exerts constant tension between the slider 4 and Figure 2 consists of yoke 10 of the ring 53 so that when teeth |3|| are disengaged there is always present a slight frictional force between elements 53 and 56.

The upper lip of member 53 is held by spacer 52 and lock ring 52a, preventing the backing oil of ring 53 from contact with collar 56.

When the slider 4 is stressed for engagement of teeth |3||, the force of spring 59 is augmented. The differential rotations of shafts 2 and I0 cause ring 53 to be biased rotationally in one direction or another constantly with respect to teeth 55, so that the mechanism tends to reject mesh, the stub ends of teeth 53a blocking teeth 55 until synchronous speed is reached.

This blocking action occurs whenever the engine speed is greater or less than the speed of shaft I0. As soon as synchronism is reached, the biasing force between member 56 and ring 53 no longer exists; therefore teeth 55 may pass freely into the spaces of teeth 53a and complete mesh of teeth ||-|3 then occurs without clashing. The particular form of constantly loaded synchronizer mechanism in combination with the control arrangement for picking up the drive in direct is believed novel and useful.

The operating mechanism for clutch D of gearbody 4 fixed to shaft mounted to slide in bosses 12 of casing 20, the shaft collar 13 afiording a seat for tension spring 14 arranged to load to a predetermined degree, the clutch D for engagement. Cross shaft 63 supported in the casing 20, carries arm i5 having finger 15a adapted to bear against the enlarged end of fork I wh re it is fastened to shaft II. The pivot end 15b of lever arm 15 is Joined to piston rod 16 of servo motor M-I, the cylinder I30 of which attached to the casing 20, fed-by air pipe I2 i. Biasing spring II normally holds piston I38 and rod 16 in the position shown in Fig.

, 2, unless air pressure is admitted to the cylinder lever 46 engaging fork 44a, and pivoted to piston rod I35 of servo motor M-2. As will be described, the servo system is arranged to actuate both servo motors M-I and lVI-Z from a common control means, for prevention of wrong motion, and for economy of parts.

Servo motor cylinder I25 mounted on casing 20, houses piston I52 attached to rod I25, biasing spring IEI being normally effective to load clutch 'C unless fluid pressure is admitted to cylinder I25 from branch pipe I23 connected to main air line I22.

As will be clearly understood from the following description, the fluid pressure main line I22 serves the dual purpose of establishing the loading force for direct drive while relieving the turbine clutch C. This simultaneous action shortens the shift interval and assures positive relief of reduction drive before the direct drive torque is established through clutch D.

Figure 5 is a schematic representation of the arrangement of the controls between the driver's compartment, located at thefront end of the vehicle, and the power plant compartment, located at the rear end of the vehicle.-

Conveniently placed to the hand of the operator is master shift control handle I00 pivoted in fitting IIII attached to the dash. Shaft I02, supported in the fitting, terminates in arm I03 pivoted to clevis I03 attached to vertical rod I05. Below the main floor line bellcrank BIL-pivoted to the vehicle frame, is attached to rod I05, the opposite arm being attached to longitudinal rod I01 so as to convert the reciprocal movement of the handlever into fore and aft movement of the rod I07.

The power plant, including the power transmitting arrangements, is shown in outline at the left-hand to the drawing, the contour being in accordance with the showing of Figure 1.

Projecting toward the eye of the observer is shaft IIO, likewise shown in Figure 1, and to it is attached arm IIO' outside the casing 20 pivoted to rod I09. Bellcrank I08, pivoted to the frame of the vehicle, transmits the movement of rod I01 to rod I09, so that the shifting movement of the handlever I00 is converted to rock ing movement of arm II II and shaft IIII, which, as will be seen from Figure 1, may mesh slider 25 with the teeth 2 I of ring ZI for forward drive, and mesh teeth 26 with teeth 23 and gear 28 for reverse drive.

It will be observed that all shifts of the handlever I00 will occur at times when the engine is idling or rotating at low speed.

Air supply tank 200 is shown schematically in the figure, and is maintained with the customary pump X and automatic valve. The main pressure line I20 delivers constant air pressure to space I 2! of valve casing 20I, the delivery line I22 of valve casing 20I passing toward the rear of the vehicle, where it is connected to two pipes I23 and I24 feeding servo cylinders I25 and I30.

The shift control pedal I is pivoted to the floorboards of the driver's compartment in an extension of the valve housing 20I as shown in Figure 5. The pedal shaft I36 has affixed cam I31 with notches I38 and I33 for two positions, the limiting portions of the inner part of the casing 2M compelling the pedal to occupy normally one of the two positions indicated. However, as will be described later, the pedal I35 may be pressed a slight distance downward beyond the position shown in Figure 5a for the purpose to be described in detail following.

In the most elevated position of the pedal I35, control over thetransmission apparatus is required to establish direct drive, which will be described as position I. As the porting of the valve mechanism is so arranged with respect to pedal movement, both servo cylinders I25 and I30 are supplied with air pressure from tank 200. The

valve mechanism in this position-being closed so,

that neither of cylinders I 25 and I36 obtain air pressure from tank 203, but are exhausted to atmosphere.

In position III of pedal I35, the valve mechanism is permitted to deliver a momentary increase in air pressure to line I 22 and to both of cylinders I25 and I30 for a purpose to be described later.

Valve member I26 is afiixed to roller I27 and may occupy a highposition when the roller is in notch I38 of cam I31, and may occupy a lower position when the roller is in notch I38 of cam I37. These two positions correspond to torque converter and direct drive respectively. The boss I28 of valve I26 adjacent to roller I21. is fitted to bore I29 of casing 20I and the stem portion of the valve I26 slides within extension I3! of casing 20 I. Valve member I26 is drilled out longitudinally at I32 and at I33. When the valve is pressed down, exhaust port I33 may no longer communicate with the passage I32, and dumbbell valve I02 closes off release of air by seating in MI.

Valve seat III is centrally ported to form a seal with the spherical face of dumbbell valve I32, the other end of which may likewise prevent air from passing through longitudinal passage I32 of valve member I26 to exhaust port I33. Conical spring I03 is seated under the head of dumbbell valve M2 so that the force of the spring may assist the air pressure from space I 2i to seat the valve I42 against the valve seat I43. The inner end of the stem of valve member I26 carries spring seat MI pressed upward by spring I06, which normally exerts compression by resting against the inner face of the valve seat I44. In the position shown in Figure 5a, the roller I2'I is seated in notch I38 of cam I31, and therefore servo pressure line I22 may drain through longitudinal passage I32 in valve member I26 to exhaust port I3 3.

The operator may depress his heel on the rearward portion of control pedal I35, raising the pedal to position I and causing roller I21 to occupy notch I39 so that the upper end of the dumbbell valve I42 tends to seal the longitudinal passage I32 and the lower portion of the dumbbell valve is thrust downward and unseats from seat I48, permitting reservoir air pressure to pass through to the inner chamber I81, thence through servo line I22 and to cylinders I25 and I30 of Figure 2.

It is stated previously that in the third position a momentary increase of air pressure could be delivered to the cylinders by depressing the pedal to position III. Under these circumstances the right hand portion of cam I3? may compel a slight unseating of the dumbbell valve I62, the operator's foot pressure being reacted against by both of springs M3 and I 40.

The effect of this operation is to permitspring TI to load thedirect drive slider I of Figure 4 by the action of air pressure in cylinder I30. The friction drag element 53 shown in Figur d is being constantly loaded; therefore the balking action described preceding in this specification is exerted.

The momentary increase in air pressure has the effect of releasing the converter clutch 30-49 so that the turbine connected parts may cease to spin.. The handlever I may then be moved to forward position, shifting the slider 2i to couple the external ring 2i of the roller clutch to the output connected shaft 9. This operation only requires half a second.

When the pedal I35 is relieved of the foot pressure, it springs back to position II, the air pressure being immediately cut ofi, the converter clutch 0 being re-engaged, and drive may proceed from here on through the torque converter same as for starting and forward except for the direction of the movement of the handlever I00 and the connected parts. More specifically, the utilization of the third position of servo con-' trol pedal I35 for administering a momentary increase of air pressure to cylinders I and I30, is used, so that the shift to reverse gear is as silent as the shift to forward running through the converter T.

Figure 6 shows a modification ofthe construction of Figure 2 in which the engine connected shaft I is joined to output Jackshaft 60 by direct drive clutch D of the friction'type, and in which clutches C and D' are grouped together at the engine end of the transmission casing 20. This permits the converter unit T to be installed in a sealed housing, greatly simplifying the problem of enclosing a converter compartment against leakage.

Engine connected shaft I and flywheel Ia support presser plates IGI and I82. Transmission shaft 2 carries splined hub I63 and clutch disc I6 3 having facings Ifi la. Rotating on shaft 2 is hollow shaft a carrying splined clutch hub I65 attached to clutch disc I66 having facings I tea.

Shaft .9 may drive bevel gear I2 meshed with bevel gear It attached to shaft 80 either through unit 'I and through the roller clutch F to shafts 0 and 50.

The operator may manipulate the ratio controlpedal I at any time to move it between positions I and II, while driving forwardly, it being required, however, that a momentary release of the accelerator be made in order to relieve the driving torque .on the teeth of the direct drive jaw clutch I3 II so that the biasing force of springs ll, shown in Figure 2, may become efi'ective to set up disengagement.

The valve control in position II relieves the air pressure which otherwise is exerted in holding the converter clutch C disengaged, and the biasing spring I5! located in cylinder I25 may shift the disc spring collar M to the right, as shown in Figure 2, to apply the drive of the engin to the torque converter T, which may now be brought up to operating speed and begin to deliver torque through the roller clutch F to the output or load shaft when the driving parts come up to the speed of the output shaft.

2 When the vehicle speed or road conditions permit, the driver may simultaneously release the engine accelerator pedal and rock the ratio con= trol pedal I35 with the heel to position I, which opens the valving I42 so as to admit compressed air to both cylinders I25 and I30. This releases the converter clutch C and loads the jaw clutch D for direct drive.

Since the engine under these circumstances is decelerated, the engine connected shaft 2 and the jaw clutch member II are approaching synchronism so that the slider 4 being preloaded by the air pressure, may move on through to complete mesh of teeth I3II when the balking action of the friction element 53 ceases. This occurs when reversal of relative motion takes place. It should be observed that the operator may continue to drive at will in direct without freewheeling, and with the turbine connected parts at rest.

The control actions for reverse drive are the clutch D, directly driven by the engine, or

through clutch 0 through the torque converter T.

Clutch control mechanism is arranged to provide alternate gripping of either of clutch discs.

I88 or I66 to either of shafts 2 or 9 respectively.

Fittings IBIa bolted to the flywheel at IIi'Ic are arranged to restrain the external edges of compound disc spring I10, the inner edges of which may be shifted to the right or to the left by a movement of bearing III and sleeve I12 longitudinally through eccentric yoke I13 moved from outside thegearbox. The fulcrum action occurs through studs I75 and members IISIa.

Presser plate IE2 carries studs I75 passing through apertures lit in disc M0, the studs carrying fulcrum ring III. A fulcrum portion 32a ofpresser plate. I62 affords bearing opposite the fulcrum point of ring II'I.

When the yoke I73 slides the bearing member III to the left, the spring disc lit exerts a pull on plate I6I through studs It? against presser plate I62, clamping clutch disc let for rotation with the flywheel Ia. This operation establishes direct drive while allowing the torque converter to idle.

When the yoke I78 and collar I72 are shifted to the right, the fulcrum at I II-I620: reverses the force of studs I6! and force is transmitted through fittings I 61a to clamp clutch disc I64 between flywheel Ia and presser plate IBI. This action disengages clutch D and. couples clutch disc I64, establishing turbine drive between the engine shaft I and hollow shaft 9. It will be seen that this clutching arrangement is operable in the same manner as that of Figure 2, a simple rocking means for shift lever IBI attached to eccentric I80 being the only requirement.

It should be noted that the disc spring assembly and operating mechanism rotate with flywheel Ia, and that the longitudinal motion is applied through yoke I13 and through bearing III atdrive or neutral according to the setting of the mechanism of Figure 8.

' It will be noted that in the arrangement of Figures 6 and '7, only one servo cylinder assembly is needed to perform the work of shifting drive between clutch C and clutch D.

Lever I8! is pivoted to piston rod 76a at yoke 'the appended claims.

1517, the piston 188a sliding in cylinder Ulla mounted on the casing 20. Biasing spring Tic I claim: 1. In motor vehicle drives in combination, an

normally loads piston ld8a to the end of the s nsine Shaft. a load h f a driving me nism cylinder farthest from the eye of the observer in Figure 6. At the far end, pipe fitting |22b opens into the cylinder iSfla at i220, and is joined to pipe l22a, connected to the valve control arrangement of Figures 5 and 5a in place of pipe I22. The single cylinder arrangement provides a useful saving in parts and in sureness of operation.

When fluid pressure is admitted to pipe 122a from the valve control of Figure 5a, the clutch D is loaded and the clutch C unloaded. When it is relieved by the valve i26-i4l2, spring Ha shifts the piston [Mo to the far end of the cylinder ltfla, causing the leverage system of Figures 6 and 7 to unload clutch D and to load clutch C for driving through the converter '1.

In Figure 8, a supplementary pipe i3ab is shown, connected to a relief valve 2 I B operated oy lever 2i i and by rod "39 of Figure 5, so that when the hand lever 500 is placed in neutral position,

the air pressure fed to pipe l22a by valve i26-Hl2 is blown ofi at the mid position of piston ld8a in cylinder i30a. This establishes a balance between the force of spring Na and the air pressure in cylinder ISM such that the clutch operating lever l8! and connected parts are positioned for unloading both clutches C and D. This provision of a positive neutral control is not absolutely necessary for idling with no-drive, since the engagement of clutch C, while spinning the converter impeller dd, does not, at ordinary engine idling speeds, furnish suflicient torque to apply other than a small drag component, which, when the vehicle brakes are lightly applied, cannot cause the vehicle to creep forward, even if the gearing be connected for forward or reverse drive.

The above described system has the following advantages:

a. The driver need not use his hands for shifting ratio, except for initiating drive, and for shifting to reverse. He need only use the master shifter pedal-and the regular accelerator and brake pedals. The elimination of the clutch pedal is of utility.

b. The removal of the customary controls clears the space about the driver, who, in a bus,

may have to make ch door.

c. The range of speed at which the shifting action is required is governed entirely by the judgment of the driver, based on his schedule, the bus load and the driving conditions.

(2. Synchronization of the direct drive jaw clutch occurs easily under all operating conditions, because of the preloading and control arrangement described.

e. The drive of the engine is automatically released at idling of the engine, and it is dimcult to stall the engine since the torque characteristic of the converter diminishes at engine stalling speeds.

f. The driver does not have to set the hand lever in neutral with each vehicle stop, and can pick up drive in low by a mere rocking of the master control pedal.

The invention is described in specific form in ange and operate the bus therebetween comprising a fluid torque converter capable of multiplying torque at reduced speeds cooperating with a gear assembly for effecting forward and reverse drives embodying a freewheel clutch operative to drive at forward speeds only, a driven member concentric with said engine shaft geared to said load shaft and constituting the power-output of said mechanism, alternately operative clutch members adapted to connect said engine shaft and said driven member directly, or through said converter and said gearhis, control means for said clutch members effective to establish said alternate drive between said engine shaft and said member, and unitary fluid pressure servo means subject to operation of said control means, said latter means being operablemanually at the will of the operator.

2. In motor vehicles, in combination, a load shaft, a primary power shaft, asecondary power shaft, transmission means associated with said shafts embodying a train of driving elements including a pair of alternately operated clutches, one of said clutches comprising two positive jaw members carried respectively on said first named two shafts, said train including a friction clutch adapted to connect said load shaft and said secondary power shaft, said train also including forward and reverse driving means, an auxiliary device arranged to permit or prevent mesh of said first named jaw members according to synchronous speeds of the two first named shafts, power means effective to alternate operation of said two clutches, a control for said power means, and

- manual controlling means for said control positionable at one extreme of motion for establishing direct drive, at a mean position for establishing drive through said friction clutch, and at an opposite remote position in which said control for said power means momentarily energizes for alternate operation of said power means for assist ing engagement of the forward and reverse driving means of the said train of driving elements.

3. For motor vehicles, in combination, an engine connected to a power shaft, a load shaft, a variable speed transmission comprising a fluid torque converter adapted to transmit drive between the shafts, clutching means for connecting said converter to drive therebetween, further clutching means for connecting said shafts directly when said first named means is disconnected. gear driving means controllable for imparting forward or reverse drive to said load shaft in the train including said first named clutching means, fluid servo motor devices for alternately operating both said clutching means, a control mechanism including a manually operable pedal for normally selecting the alternate operation of said devices upon said means and having a position in which it causes release of the said direct drive clutching means, and additional'manual means effective to select forward or reverse drive through said gearing when said pedal is moved to latter position.

4. In motor vehicle controls, in combination, a

driving shaft, a load shaft, a jaw clutch adapted to engage at synchronous speeds of said shafts, a secondary load shaft geared to transmit torque directly from said driving shaft to said load shaft through said jaw clutch at one-to-one ratio, a reduction speed ratio unit arranged to be coupled to transmit torque from said driving shaft to said secondary load shaft, a reduction-drive selecting clutch for said unit, a fluid pressure source, a fluid pressure directing valve mechanism, fluid pressure motor devices arranged to cause actuation of one of said clutches and release of the other of said clutches when said valve mechanism admits fluid pressure from said source, and to cause alternate actuation and release of said clutches when said valve mechanism cuts ofl fluid pressure from said source, and a manually operable pedal for controlling said valve mechanism so as to apply and exhaust fluid pressure to and from said devices for alternating the drive of said clutches in direct or reduction speed ratio respectively.

5. An automotive transmission comprising in combination, driving and driven shafts, low and high speed ratio clutches adapted for alternative coupling of said shafts, actuating means for said clutches, a variable speed transmission driving unit coupled by said clutches, means joining said low speed ratio clutch with said unit, means joining said unit to said driven shaft including gearing and an overrimning device, means Joining said high speed ratio clutch with said driven shaft, manually shiftable gearing mechanism for selectively establishing overrunning forward drive or non-overrunning reverse drive between said shafts, and a pedal control for said actuating means operative to assist the shift of said mechanism when moved to a predetermined actuating position. X, 6. In power contrbls for motor vehicles, in combination, an engine shaft, a driven sleeve, a load shaft geared to said sleeve, a variable speed transmission unit providing reduction speed ratio drive between said engine shaft and said sleeve and coupled to a gearing mechanism including a oneway clutch, a pair of alternately engageable friction clutch members included in said unit and adapted to connect said engine shaft with said sleeve or with said unit, one of said members being adapted to drive the input of said unit, a reduction speed power train joining the other of said members to said driven sleeve through said unit and said gearing mechanism, a single, unitary operating means normally positioned for alternating the engagement of said members whereby the effective drive between said engine and load shaftsis in reduction ratio or in direct drive according to the position of said operating means, and a unitary control means for said operating means normally movable between adjacent positions for causing such alternate engagement of said friction clutch members, and having a further position in which the drive of one of said members is disengaged during the nondriving interval of the other of said members.

7. In power controls for motor vehicles, in combination, an engine shaft, a load shaft, a fluid turbine unit, an intermediate sleeve geared to drive said load'shaft, forward and reverse gearing coupling said unit with said sleeve, a pair of clutches adapted to couple said engine shaft with said sleeve for reduction speed ratio through'said unit, or directly, actuating means for said clutches, manually operable control means for said actuating means, a clutch automatically operative to permit over-running of said sleeve with respect to said unit when said clutches are actuated for direct drive and ineffective to transmit drive when said gearing is driving in reverse, and a manually shiftable control for said gearing effective to select forward or reverse drive when saidflrst-named control means. is moved to a predetermined actuating position.

8. In the combination of claim 1, the sub-combination of alternately operable friction clutch elements embodied in said clutch members and loaded for transmitting drive by a common loading means and controlled by the said control means, the action of engagement and disengagement of said elements being actuated by the said fluid pressure servo means. 1

9. In the combination of claim 1, the addition of a manual control for selecting forward and reverse drive of the said gear assembly, and of a pedal operative upon said control means for temporary actuation of said fluid pressure servo means to facilitate the engagement of said forward and reverse drive when said manual control is being moved to a forward or reverse drive selecting position.

10. In controls for clutches in power transmission devices, an engine, a load shaft, a driving mechanism adapted to couple said engine to said load shaft at variable speed ratios including clutch members alternately operable for transmitting drive, at reduced speed ratios or operable for transmitting direct drive between the engine and said shaft, actuation means for engaging and disengaging said members altemateiy for establishing said reduced speed ratios or direct drive, control means for said actuation means eflective to cause said alternate actuation of said members, and a foot pedal operative upon said control means, rockable normally between an elevated position in which it causes said actuation means to establish direct drive and a depressed position in which it causes said actuation means to establish reduced ratio drive, whereby an operator upon depressing said pedal from the first said elevated position causes release of drive by that one of said members operable for transmitting direct drive, and causes driving engagement of the other of said members for establishing said reduced speed ratios.

11. In. the combination set forth in claim 10, the sub-combination of fluid pressure means to operate said actuation means for said members,

and a controlling valve moved by said control means between fluid pressure admitting and relieving positions, in accordance with the positioning of said foot pedal.

12. In the combination set forth in claim 10. the sub-combination of a device moved by said control means and efiective to cause said actuation means to release one of said clutch members during the non-driving interval of the other of said members, and of a third position of said foot pedal in which said device is made effective to cause release of said clutch member during the non-driving interval of the other of said clutch members.

13. In motor vehicle drives in combination, an engine shaft, a load shaft, a driving mechanism therebetween comprising a variable speed transmission capable of multiplying torque at reduced speeds cooperating with a gear assembly for effecting forward and reverse drives embodying a freewheel clutch operative to drive at forward speeds only, a driven member concentric with said engine shaft geared to said load shaft and constituting the power output of said mechanism, alternately operative clutch members adapted to engage and to connect said engine shaft and said driven member directly or through said trans mission and said gearing, actuation means for said members, control means for said actuation of said control means for alternate actuation of 10 said members by said actuation means and selfsynchronization mechanism controlling the synchronous engagement of one of said members effective to permit said engagement when the said actuating means has been energised by said servo means under the direction of said control means for disengaging the other of the said alternately operable clutch members.

HANS O. SCHJOLIN. 

